Triple valve.



No. 730,315. A PATENTED JUNEQ, 1903.

' 1 'E'. SYNNESTVBDT.

TRIPLEv VALVE.

Y APPLmATIoH FILED 00T. 11. 1902-. 1m Holm..

No. vco,e15.

UNITED STATES Patented j une 9, 1903.

PATENT OFFICE.

PAUL SYNNESTVEDT, OFVPITTSBURG, PENNSYLVANIA, ASSIGNOR TO THE VVESTINGHOUSE AlR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

TRIPLE VALVE.

SPECIFICATION forming part oiLetters :Patent No.,` 730,315, dated J une 9, 1903.

Application filed October 17, 1902. Serial No. 127,724. (No model.)

To @ZZ whom it may concern:

Be it known that I; PAUL SYNN-Esrvnnr, a citizen of theUnited States of America, residing at Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented a certain new and useful Improvement in Triple Valves, of which the following is a specification.

Myinvention relates to automatic air-brake ro apparatus and to the so-called triple valves employed therein. It particularly concerns that style of triple valve designed to provide in emergency applications of the brake for local venting of the train-pipe pressure in order to further reduce the pressure in the train-pipe, and th ns quicken the action ot' the other brakes farther along the line. This style of valveas usually made has, in addition to the ordinary main valve, stem, and 2o piston, an extra or emergency valve,which operates more or less independently of the main valve and opens` only on extreme and sudden reduction of train-pipe pressure to vent the train-pipe air locally either into the atmosphere or the brake-cylinder, such local 1 venting avoiding the need in emergency or quick-action applications of 'discharging all the air at the engineers valve.

The objects of mypresent invention are to 3o simplify and compact the construction and improve the operationof such a valve, to render the action more certain and decrease the liability to disorder, to reduce the number of pistons and friction-surfaces, to operate all 3|; the valves and parts directly from one stem and eliminate all but one packing-ring, and to secure other beneiits of simpler and more economicdesign. I attain these objects, as well as other advantages which will here- ,40 inafter appear, by means of the novel construction and arrangementfof parts which I have illustrated in preferrediorm in the accompanying drawings, forming part of this specication, wherein- Figure lis a central vertical 'section of the valve-chamber and various parts therein, the valves being in their normal release position. Fig. 2 is a partial section of the same, showing the movable parts in the position they cylinder.

occupy in an emergency application of the brake.

The general form of the casing 3,v with its drip-chamber Li,i:rainpipeinlet 5,valve-cham ber S, valve-chamber cap 6,passages 7 9, brakecylinderoutlet 23, check-valve 10, and gradu- 5 5y ating abutment-stem 30 in cap 3l, is of the standard construction familiar in the art and needs no further description. The passages leading from the casing to the train-pipe, the auxiliary reservoir, and the brake-cylinder are respectively indicated by the letters tp, ar, and hc. The main valve piston stem 25, reciprocating'in the valve-chamber l5, is notched to make room for the slide-valve 2l, and the rear end of its flattened neck 24; caro5 ries a lug 28 for engagement with the slidevalve 2i. The slide-valve has a port 33, controlied by the graduating-valve 26, carried by the main-valve stem 25, all as in the ordinary standard construction.

The present invention does not aect the normal operation of the valve in service apjplications of the brake.

pressure being reduced on'the right side of the piston 36, however, causes it to move to the right, closing the by-passage and moving the slide-valve 271, which first closes the exhaust-port leading from the brake-cylinder passage 23 and then opens port 33 to admit air from the auxiliary reservoir tothe brake- The amount of airadmitted may be controlled by the graduating-valve 26 without moving the slide-valve farther, as will be understood without Jfurther explanation.

An emergency-valve seat is provided on the outer end of the main-valve bushing 38, which has an annular open port 11, leading through the chamber l2 directly to the passage to the brake-cylinder. It also has an annular port 20, opening directly to the chamber 9 of the check-valve 10, communicating with the chamber 4 and the train-pipe. Underneath the main-valve piston 36 and loosely surrounding its stem 25 I provide an emergency-valve with head 37, having a short hollow flange-stem 39, working in the bushing 38 and provided with a soft packing 18, seating over the ports 17 20. This emergencyvalve head 37 extends a little beyond the bushing and works inside a depending ring 35, screwed into a flange on the under side of the piston 36, and therefore carried fixedly thereon. This ring 35 has an inturned ilange 34, which engages the head 37 of the auxiliary valve to lift the same od its seat.

The operation will now be clear. Under any ordinary service operation of the valve the emergency-valve 37 remains in place, since the movements of piston 36 have a large range Without bringing the flange 34 into engagement with the said valve; but on a sudden and a large reduction of pressure in the train-pipe and passages 4 7 16 and chamber 8 the piston moves fully to the right, Whereupon the valve 37 is lifted od its seat, opening the ports 17 and 20. The air is then admitted from the auxiliary reservoir through the passage 14, the annular crevice 20, and port 17 directly to the passage 12 and to the brake-cylinder, and since the port 17 is larger than the crevice 20 the pressure in the chamber 4 and trainpipe will open the check-valve 10, and thus be supplied until the brake-cylinder pressure nearly equals that in the trainpipe, when valve 10 will close. The position of parts on an emergency application is shown in Fig. 2, wherein the dotted direction-line indicates the course of the air from the auxiliaryreservoir and the full line that from the train-pipe into the brake-cylinder passage. On restoration of the pressure in the train-pipe the parts return to their position shown in Fig. l, as will be evident.

By this device I avoid the necessity of packing more than one piston and save considerable leakage, besides lessening the number and complexity of parts. I am also enabled to enlarge the valve-piston without increasing the size of the casing, and the friction-surface of the emergency-valve is lessened. The parts are also more easily accessible and cheaper of construction.

Other devices have provided for lifting the emergency-valve partly by means of the mainvalve piston but in the action of the former the latter merely formed part of the pistonsurface and the emergency-valve was provided with a separate piston and packing therefor. Besidesavoidingsuch complexand clumsy structure my single piston renders it certain that the emergency-valve cannot open until the proper time.

Having thus described my invention and illustrated its use, what I claim, and desire to secure by Letters Patent, is the following:

1. A triple valve provided with an annular emergency-valve loosely carried upon, and entirely operated by, the piston of the main slide-valve.

2. In a triple valve the combination with a main-valve piston of an annular emergencyvalve located on the reservoir side of said piston and unseated by the extreme movement of said piston.

3. In a triple valve the combination with a main valve and an operating-stem therefor, of a piston on said stem,vcarrying within said piston and surrounding the stem, an annular emergency-valve, with means attached to the piston for unseating said valve.

4. In a triple valve a single piston operating a main slide-valve, said pistons having projections to engage and unseat an annular emergency-valve located beneath the piston and surrounding the stein thereof, substantially as described.

5. A triple valve provided with a single piston, a main service-valve, and an emergency-valve surrounding the stem of the piston and located under the piston, both said valves being directly operated by said piston.

6. In a triple valve the combination with a main-valve piston having a depending projection, of an emergency-valve located within said projection and having a head or flange t`o engage the same when the piston is moved.

7. In a triple valve a main-valve piston provided with a projecting ring having an inturned flange to engage an emergency-valve located inside said ring.

8. In a triple valve a main-valve piston provided on its reservoir side with a flanged ring screwed on the piston and inclosing an emergency-valve adapted to engage the flange of the ring, substantially as described.

In testimony whereof I have hereunto set my hand in the presence of the two subscribing witnesses.

PAUL SYN NESTVE DT.

Witnesses:

CLARENCE A. WILLIAMS, CHAs. H. EBERT. 

